CN105402394A - Change-of-mind Shift Control Of A Dual-clutch Transmission - Google Patents

Change-of-mind Shift Control Of A Dual-clutch Transmission Download PDF

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Publication number
CN105402394A
CN105402394A CN201510555796.1A CN201510555796A CN105402394A CN 105402394 A CN105402394 A CN 105402394A CN 201510555796 A CN201510555796 A CN 201510555796A CN 105402394 A CN105402394 A CN 105402394A
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CN
China
Prior art keywords
gearshift
clutch
shifting state
downshift
dct
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Legal status (The legal status is an assumption and is not a legal conclusion. Google has not performed a legal analysis and makes no representation as to the accuracy of the status listed.)
Granted
Application number
CN201510555796.1A
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Chinese (zh)
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CN105402394B (en
Inventor
H.阿特马兰
R.W.范迪彭
M.D.惠顿
M.诺瓦克
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GM Global Technology Operations LLC
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GM Global Technology Operations LLC
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Publication of CN105402394A publication Critical patent/CN105402394A/en
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Classifications

    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/0437—Smoothing ratio shift by using electrical signals
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H61/06—Smoothing ratio shift by controlling rate of change of fluid pressure
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/68—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings
    • F16H61/684—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive
    • F16H61/688—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing specially adapted for stepped gearings without interruption of drive with two inputs, e.g. selection of one of two torque-flow paths by clutches
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/04—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units
    • B60W10/06—Conjoint control of vehicle sub-units of different type or different function including control of propulsion units including control of combustion engines
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W10/00—Conjoint control of vehicle sub-units of different type or different function
    • B60W10/10—Conjoint control of vehicle sub-units of different type or different function including control of change-speed gearings
    • B60W10/11—Stepped gearings
    • B60W10/113—Stepped gearings with two input flow paths, e.g. double clutch transmission selection of one of the torque flow paths by the corresponding input clutch
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/10—Accelerator pedal position
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2540/00—Input parameters relating to occupants
    • B60W2540/20—Direction indicator values
    • B—PERFORMING OPERATIONS; TRANSPORTING
    • B60—VEHICLES IN GENERAL
    • B60W—CONJOINT CONTROL OF VEHICLE SUB-UNITS OF DIFFERENT TYPE OR DIFFERENT FUNCTION; CONTROL SYSTEMS SPECIALLY ADAPTED FOR HYBRID VEHICLES; ROAD VEHICLE DRIVE CONTROL SYSTEMS FOR PURPOSES NOT RELATED TO THE CONTROL OF A PARTICULAR SUB-UNIT
    • B60W2710/00—Output or target parameters relating to a particular sub-units
    • B60W2710/10—Change speed gearings
    • B60W2710/1005—Transmission ratio engaged
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H59/00—Control inputs to control units of change-speed-, or reversing-gearings for conveying rotary motion
    • F16H59/36—Inputs being a function of speed
    • F16H59/46—Inputs being a function of speed dependent on a comparison between speeds
    • F16H2059/462—Detecting synchronisation, i.e. speed difference is approaching zero
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/02—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used
    • F16H61/0202—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric
    • F16H61/0204—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal
    • F16H61/0213—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing characterised by the signals used the signals being electric for gearshift control, e.g. control functions for performing shifting or generation of shift signal characterised by the method for generating shift signals
    • F16H2061/0216—Calculation or estimation of post shift values for different gear ratios, e.g. by using engine performance tables
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H61/00—Control functions within control units of change-speed- or reversing-gearings for conveying rotary motion ; Control of exclusively fluid gearing, friction gearing, gearings with endless flexible members or other particular types of gearing
    • F16H61/04—Smoothing ratio shift
    • F16H2061/0459—Smoothing ratio shift using map for shift parameters, e.g. shift time, slip or pressure gradient, for performing controlled shift transition and adapting shift parameters by learning
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/14—Skipping gear shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/24—Interruption of shift, e.g. if new shift is initiated during ongoing previous shift
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/30—Shifting characterised by the way or trajectory to a new ratio, e.g. by performing shift according to a particular algorithm or function
    • F—MECHANICAL ENGINEERING; LIGHTING; HEATING; WEAPONS; BLASTING
    • F16—ENGINEERING ELEMENTS AND UNITS; GENERAL MEASURES FOR PRODUCING AND MAINTAINING EFFECTIVE FUNCTIONING OF MACHINES OR INSTALLATIONS; THERMAL INSULATION IN GENERAL
    • F16H—GEARING
    • F16H2306/00—Shifting
    • F16H2306/40—Shifting activities
    • F16H2306/54—Synchronizing engine speed to transmission input speed

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  • Engineering & Computer Science (AREA)
  • General Engineering & Computer Science (AREA)
  • Mechanical Engineering (AREA)
  • Physics & Mathematics (AREA)
  • Fluid Mechanics (AREA)
  • Control Of Transmission Device (AREA)

Abstract

A vehicle includes an engine, a dual-clutch transmission (DCT), and a controller. The controller executes instructions embodying a method to control a requested change-of-mind shift of the DCT to a second desired gear state. The requested change-of-mind shift is initiated after a prior-requested but not yet fully-executed shift of the DCT to a first desired gear state. Execution of the instructions causes the controller to detect the requested change-of-mind shift, identify the second desired gear state, and abort the prior-requested shift to the first desired gear state immediately upon identifying the second desired gear state. The controller also shifts the DCT to the second desired gear state using a calibrated shift profile corresponding to the detected change-of-mind shift. The calibrated shift profile describes required oncoming and offgoing clutch torques needed for achieving the second desired gear state. Engine speed control may be used to synchronize engine and input shaft speeds.

Description

The gearshift that comes round of dual-clutch transmission controls
Technical field
The present invention relates to the control of the shift control that comes round in a kind of vehicle having dual-clutch transmission.
Background technique
Dual-clutch transmission (DCT) combines manually and the feature of automatic transmission.In DCT, first input clutch is applied to the odd-numbered gear train engaging gearbox, i.e. the first, the 3rd, the 5th and the 7th gear, and the second input clutch is applied to engaging even-numbered gear train, such as the second, the 4th, the 6th and reverse gear.Transmission control module uses various variable control inputs (such as engine acceleration and brake level) to predict, and next is selected or expect gear.So transmission control module order is for expecting the joint of the forked synchronizer of gear, application is afterwards used for the input clutch of this particular gear.This unique texture of DCT can provide relative to traditional automatic transmission shift speed faster, the power that its total gearshift with improvement controls and increases.
Summary of the invention
Disclosed herein is a kind of system, it comprises dual-clutch transmission (DCT) and controller.Controller is programmed to the gearshift that comes round controlling the DCT used in vehicle, as described herein.Term " come round gearshift " refers to the requested gearshift to another shifting state started before the gearshift of previous Request completes.Such as, during the shift process of previous Request, driver can change throttle and/or brake level.The driver's input changed can cause new preferred transmission state, and causes the startup of different shift control thus.
If controller will wait until that the gearshift of previous Request completes in a conventional manner, then react to the driver's input changed, driver may experience the hesitation or delayed of gearshift.Controller is programmed to thus, as described herein, via applying to be considered multiple different gearshift that may come round by what select through the distribution of calibration clutch moment of torque, wherein depends on that the specific gearshift that comes round also uses engine speed to control in some cases.The method performed by controller allows the requested gearshift of new shifting state to be stopped at once in gearshift midway.Control sequence described herein accelerates the transition of the shifting state of new request.Kinetic current is maintained across power train as much as possible, to be provided to the seamless transitions of the shifting state of new request.This so minimize power train disturbance, improve gearshift responsiveness simultaneously, and in shift process, provide continuous print vehicle acceleration in the appropriate case.
In the exemplary embodiment, vehicle comprises explosive motor, DCT and controller.DCT comprises a pair input clutch, first/odd number and second/even number and enters axle and gear-box, and gear-box holds the gear train of independently odd-numbered and the even-numbered be positioned on corresponding first and second axles.Motor is connected to the odd-numbered on of two input shafts of DCT or the correspondence in even-numbered gear train one by the applying of the appointment in input clutch one.Controller, it communicates with two input clutchs, comprises processor and tangible, non-transitory memory, records on a memory and expects that shifting state expects the instruction of shifting gears that comes round of shifting state to second for performing from first.
In this embodiment, the execution of instruction cause controller detect come round gearshift and identify second expect shifting state.Once identify that second expects shifting state, controller also stops the gearshift that first expects the initial request of shifting state immediately, and that is, to first, that does not wait for previous Request in a conventional manner expects that the gearshift of shifting state completes.Controller via carrying out order DCT through calibration gearshift distribution and expect the gearshift of shifting state to second corresponding to the gearshift that comes round detected, described namely the clutch moment of torque realizing the on the horizon of the requirement of the second expectation shifting state and be about to leave described through calibration gearshift distribution be stored moment of torsion transmission distribution.Engine speed can also be used to control in some shift controls of control.
Controller is programmed to have multiple different from calibration gearshift distribution, comprise handle to power ON downshift for one or more power ON downshift, upshift is handled to power ON downshift, slide that downshift is handled to power ON downshift, upshift is to sliding upshift manipulation, shifting gears and arrive the distribution that shift control and torque break rapidly handle to power ON downshift rapidly.In such embodiments, engine speed controls can be used as shifting gears rapidly to shift gears and click the part of gearshift to the manipulation of power ON downshift rapidly.
Power ON downshift handles first shift control that can comprise from first or second input shaft of DCT to the identical first or second input shaft to power ON downshift, and from the first input shaft to the second input shaft/from the second input shaft to the second shift control of the first input shaft.
Controller is programmed to, by once engine speed and the speed sync of specific input shaft realizing the DCT that the second expectation shifting state uses, then reduce according to exhausting distribution through calibration clutch the clutch moment of torque/torque capability being used to specify the clutch being about to leave at once, and second expect shifting state via being shifted gears to by DCT through calibration gearshift distribution.
After the gearshift that comes round being detected, the interim increase of engine speed can by controller request, such as via the transmission of the request to engine control module, so that engine speed is synchronous with input shaft speed.
Also disclose a kind of system and method.This system comprises above-mentioned controller and DCT.The method comprises the requested gearshift that comes round of detection, comprise via controller process driver input, and shifting state is expected in identification second.The method also comprises, once identify the second expectation shifting state, stop the gearshift of the previous Request of the first expectation shifting state immediately, and use corresponding to the distributing through calibration gearshift of the gearshift that comes round detected and DCT automatically switched to the second expectation shifting state.The clutch moment of torque that the clutch moment of torque on the horizon and being about to describing the requirement realized needed for the second expectation shifting state through calibration gearshift distribution leaves.
Also disclose a kind of vehicle.Vehicle comprises motor; Dual-clutch transmission (DCT), there is a pair input clutch, the first and second input shafts and gear-box, described gear-box holds the gear train of independently odd-numbered and the even-numbered be arranged on corresponding of the first and second input shafts, wherein, motor is connected in the gear train of odd-numbered or even-numbered by the applying of the appointment one of described a pair input clutch; And controller, communicate with described a pair input clutch, wherein, controller comprises processor and tangible, non-transitory memory, record on a memory for perform at previous Request but do not perform completely, start after the DCT gearshift of expecting shifting state to first expect that DCT requested of shifting state comes round the instruction of gearshift to second.The execution of described instruction makes controller: detect the described requested gearshift that comes round; Identify that described second expects shifting state; Once identify the second expectation shifting state, stop the gearshift that first expects the previous Request of shifting state immediately; And use the distributing through calibration gearshift of shifting gears that come round corresponding to detecting that DCT is switched to the second expectation shifting state, wherein, the clutch moment of torque that leaves of the described clutch moment of torque on the horizon and being about to describing the requirement realized needed for the second expectation shifting state through calibration gearshift distribution.
Controller is programmed to have multiple different from calibration gearshift distribution, comprises that at least one power ON downshift is handled to power ON downshift, upshift is handled to power ON downshift, slides that downshift is handled to power ON downshift, power upshift is to sliding upshift manipulation, shifting gears and arrive that shift control and torque break are handled to power ON downshift rapidly rapidly.
At least one power ON downshift described handles the first shift control comprised from the first or second input shaft to the identical first or second input shaft to power ON downshift, and from the first input shaft to the second input shaft or from the second input shaft to the second shift control of the first input shaft.
Controller is programmed to, by once the speed of motor is synchronous with the input shaft speed realized needed for the second expectation shifting state, at once according to the clutch moment of torque exhausting the distribution appointment reduced for DCT through calibration clutch and be about to the clutch left, and second expect shifting state via described to be shifted gears to by DCT through calibration gearshift distribution.
Controller is programmed to, and after the gearshift that comes round being detected, the interim increase of request engine speed, with thus by engine speed and the speed sync realizing the input shaft needed for the second expectation shifting state.
When read in conjunction with the accompanying drawings, from below for performing best modes more of the present disclosure as claims limit and the specific descriptions of other specific embodiment easily can understand above-mentioned feature and advantage of the present invention, and further feature and advantage.
Accompanying drawing explanation
Fig. 1 is the schematic diagram of example vehicle, and this vehicle has dual-clutch transmission (DCT) and the controller being programmed to the gearshift that comes round of control DCT as described herein.
Fig. 2 is the illustrative logical flow chart of the exemplary embodiment of the gearshift that comes round describing the DCT shown in Fig. 1.
Fig. 3 A-G is the sequential chart of the vehicle control parameters of each the exemplary gearshift that comes round described for the DCT shown in control graph 1, and wherein amplitude illustrates on the vertical axis, and the time illustrates on the horizontal axis.
Embodiment
With reference to accompanying drawing, wherein similar in several accompanying drawing reference number indicates similar parts, and example vehicle 10 schematically shows in FIG.Vehicle 10 comprises explosive motor (E) 12 and dual-clutch transmission (DCT) 14.Motor 12 responds the throttle level (arrow Th%) received, and this throttle level is requested via the corresponding stroke percentage of the power or accelerator pedal 13A that are applied to accelerator pedal 13A.Throttle level (arrow Th%) asks input torque (the arrow T of related levels from motor 12 i).Power/the stroke of accelerator pedal 13A can with traditional approach via power or position transducer (S p) measure.Motor 12 also responds the brake level (arrow B %) from brake petal 13B, and wherein brake level (B%) is similarly via power or position transducer (S p) detect.In response to the reception of controller (C) 16 (such as engine control module) to throttle level (arrow Th%), motor 12 is via input link 15, or more accurately, carry input torque (arrow T via in two different input link 15E and 15O i) to DCT14.
As below referring to figs. 2 and 3 described by A-G, controller 16 is configured to, and namely software programming and the hardware equipment are especially, postpones and the gearshift that respectively comes round of mode control DCT14 of uneven compliance (harshness) to reduce to shift gears.As used herein, term " come round gearshift " refer at previous Request but the DCT14 started after the gearshift do not performed completely from a velocity ratio to another any gearshift.That is, driver's input that such as throttle level (arrow Th%) and brake level (arrow B %) are such can change in the process of requested gearshift.The change of driver's input can cause new preferred transmission state, itself so that can need to start new gearshift.If the method 100 of Fig. 2 implemented via the sequential chart of Fig. 3 A-G is for guaranteeing to come round gearshift relative to traditional delay scheme fast and occur smoothly.
The exemplary DCT14 of Fig. 1 can comprise gear-box 17 and two independent operations, unlubricated corresponding first and second input clutch C1 and C2.Although be for the sake of clarity left in the basket in FIG, each input clutch C1 and C2 can comprise median plate, and median plate comprises isolated friction disk, plate or other suitable friction device.Input clutch C1 and C2 via fluid actuated clutch plunger or other suitable clutch actuator (one or more, not shown) be optionally pressed onto together, wherein these pistons have for the axial position in the master control of input clutch C1 and C2.In response to the instruction or the order that carry out self-controller 16, the gear shift operation of the final control DCT14 of the electronics be associated and hydraulic coupling control apparatus (not shown), comprises the gearshift that comes round as above.
In exemplary DCT14, first clutch C1 may be used for motor 12 being connected to any one in gear train 16A, 16B, 16C and 16D of odd-numbered, each gear train has the node of the static component 28 being connected to DCT14, such as to set up the corresponding 5th (5 in the exemplary 7 speed transmission designs of Fig. 1 th), the 3rd (3 rd), first (1 st) and the 7th (7 th) shelves.In same example 7 speed transmission, motor 12 is connected to gear train 16E, 16F and 16G the (the such as the 4th (4 of reverse gear or corresponding even-numbered by the second input clutch C2 th), second (2 nd) and the 6th (6 th) shelves) and reverse gearset 16H in any one.Be schematically shown for the clutch fork of each gear train and synchronizer 19.Use such arrangement of gears, the kinetic current that DCT14 can switch fast and can not interrupt completely from motor 12 on the gear of its usable range.
In the example vehicle 10 of Fig. 1, DCT14 also comprises output link 20, and output link 20 is connected to one group of driving wheel (not shown).Output link 20 is final by the output torque (T from DCT14 o) be transferred to driving wheel, so that propelled vehicles 10.DCT14 can comprise the first input shaft 21, and it is connected to the outlet side of the first input clutch C1, and the second input shaft 23, and it is connected to the outlet side of the second input clutch C2.First input shaft 21 is only connected to gear train 16A, 16B, 16C and 16D of odd-numbered.Similarly, the second input shaft 23 is only connected to gear train 16E, 16F and 16G and the reverse gearset 16H of even-numbered.DCT14 also comprises upper and lower main shaft 31A and 31B respectively, and it can be connected to corresponding final driving cluster gear 32A and 32B.Final driving cluster gear 32A and 32B provides any required final gear reduction.
The controller 16 of Fig. 1 can be implemented as based on microprocessor calculating equipment or there is the equipment of processor P and storage M, including but not necessarily limited to magnetic or optical read only storage (ROM), random access storage device (RAM), Electrically Erasable Read Only Memory (EEPROM), flash memory etc., and any required circuit.Circuit can comprise high-frequency clock, analog-digital conversion (A/D) circuit, digital-to-analog conversion (D/A) circuit, DSP digital signal processor, be configured to send at the whole control period of DCT14 and receive the transceiver of any desired signal, and required I/O (I/O) equipment and other Signal Regulation and/or buffer circuit.
Controller 16 is determined or is processed driver input, such as throttle level (arrow Th%), brake level (arrow B %), car speed (arrow N x), acquired gear (arrow A G), the i.e. current residing shifting state of DCT14, and the expectation gear that will obtain (arrow DG).The final output clutch position control signal (arrow P of controller 16 x) to input clutch C1 or C2 specified for given gear, to arrange the position of specifying input clutch C1 or C2, and output fork control signal (arrow F n) to the clutch fork of the correspondence for expecting gear and synchronizer 19.Thus, input clutch C1 and C2 is called as " positioning control " clutch.
Clutch position control signal (arrow P x) clutch that arranges input clutch C1 or C2 applies axis or the linear position of piston or other actuation device, for applying input clutch C1 or C2, whichever is used as the clutch on the horizon during requested gearshift.Moment of torsion is to position (TTP) table and the moment of torsion distribution 30 through calibration, the such as exemplary distribution 30A-G of Fig. 3 A-G, can be recorded in respectively in the storage M of controller 16, and quotability is to determine to apply position needed for input clutch C1 and C2, as what know in the clutch field of positioning control.
With reference to figure 2, show the exemplary embodiment 100 of method 100.The controller 16 of Fig. 1 performs the logic of implementation method 100 from its storage M, to obtain fast in the requested shifting state in gearshift that comes round as above, continue transmitting torque to drive the wheel of vehicle 10 simultaneously.
Method 100 starts from step 102, and wherein the controller 16 of Fig. 1 detects the requested gearshift of the first expectation shifting state (DETGS1) to DCT14.Expect that the gearshift of shifting state (GS1) can by controller 16 by being detected via all available inputs of processor P process to first, described available input is generally gear (arrow A G), car speed (the arrow N of throttle level (arrow Th%), brake level (arrow B %), acquisition x), expect gear (arrow DG) and other useful information any, such as input speed and output speed, namely from the corresponding input and output velocity transducer (not shown) of locating relative to axle/component 21,23 and 20.Step 102 also comprises the type determining requested gearshift, for example power ON downshift, upshift, slide downshift, rapidly/click (tap) gearshift, gearshift is to shift control and torque break are to power ON downshift rapidly rapidly, all these are described below with reference to Fig. 3 A-G.Once detection and Identification switch to the first requested gear, method 100 advances to step 104.
In step 104, controller 16 continues process throttle level (arrow Th%) and inputs from other driver of step 102, and determines to expect shifting state (GS d), namely will be implemented second expects shifting state (GS2).As known in transmission control field, step 104 can comprise in response to each input to calculate the velocity ratio of DCT14, and determines according to this, via the shifting state (GS calculating or identified through calibration gearshift table by access expectation d).Once expect shifting state (GS d) known, method 100 advances to step 106.
Step 106 comprises the expectation shifting state (GS of step 104 d) expect that shifting state (GS1) compares with from first of step 102.If expect shifting state (GS d) expect that shifting state (GS1) is different from first, then controller 16 gearshift (Δ) of determining to come round is detected, and advances to step 110.If expect shifting state (GS d) expect that shifting state (GS1) is identical shifting state with first of step 102, then alternatively, controller 16 advances to step 108.
In step 108 place, the controller 16 of Fig. 1 performs the gearshift gear switching of initial request in due form, and namely first of step 102 expects shifting state (GS1).Step 108 can comprise, and such as, applies corresponding input clutch C1 or C2 (via clutch position control signal (arrow P x) to the transmission for the clutch actuator of input clutch C1 or C2), and being associated needed for requested gearshift is pitched and the hydraulic control of synchronizer (one or more) 19.DCT14 is switched to the first expectation shifting state (GS1).Method 100 is again from step 102 place.
In step 110 place, controller 16 stops the initial request gearshift expecting shifting state (GS1) from first of step 102 immediately, but performs and to come round gearshift, with enter fast new request/the second expectation shifting state (GS2).Via the execution of step 110, controller 16 determine for DCT14 specify at hand and be about to needed for the clutch of leaving away at hand and be about to the clutch moment of torque of leaving away, to realize new expectation shifting state and to transmit clutch position control signal (arrow P x) to specific input clutch C1 and/or C2 that relate in the gearshift that comes round.In certain embodiments, step 10 also can comprise the speeds control of request motor 12, described by following reference drawing 3F and 3G.
Step 110 also comprise select respectively Fig. 3 A-G through calibration distribution 30A-G, be respectively used to the gearshift that comes round of particular type.To determine to realize fast to come round the timing of each axle speed needed for gearshift and clutch moment of torque and size through calibration distribution 30A-G.Referring now to corresponding Fig. 3 A-G illustrated example distribution 30A-G.
Fig. 3 A and 3B describes power ON downshift to power ON downshift, is labeled as PDXPD1 and PDXPD2 respectively.By the gearshift that the gearshift through calibration gearshift distribution 30A description of Fig. 3 A is to identical input shaft 21 or 23.The gearshift through calibration gearshift distribution 30B of Fig. 3 B is the gearshift to disalignment 21 or 23.Exemplary gearshift in Fig. 3 A is the 5-4 power ON downshift of initial request, and wherein driver changes some inputs to ask 5-3 power ON downshift thus in gearshift midway.In 5-3 power ON downshift, the shifting state (fifth speed) of initial request and the shifting state (third gear) of new request are both the shifting state of odd-numbered, and thus gear train 16A and 16B on the same axis, i.e. input shaft 21 as shown in Figure 1.As a comparison, the gearshift of Fig. 3 B can be, such as, 6-5 power ON downshift changes into 6-3 power ON downshift in gearshift midway, make input shaft must change into odd number (the 3rd) from even number (the 6th), namely change to input shaft 21 from input shaft 23.
Power ON downshift is called as in the art " being about to the gearshift of the Clutch Control of leaving away ".That is, the clutch position being about to leave away of specifying is controlled to affect from the clutch being about to leave away to the moment of torsion transmission of the clutch on the horizon of specifying.But, in distribution 30A in figure 3 a, it is " same axis " power ON downshift as above, there are two different solenoidoperated cluthes: for realizing the first input clutch C1 of the shifting state of initial request and the clutch C2 for realizing new request/the second expectation shifting state (GS2).
Being input as of controller 16 to Fig. 1 initially expects gear (trace DG).This value corresponds to the expectation gear (arrow DG) of Fig. 1.To initial request or first expect shifting state state (GS1) gearshift at t 0and t 1between be on the horizon, wherein the gearshift that comes round detected about putting 35 places.Via come round gearshift start new request/second expect shifting state (GS2) at t 2start and continue until t 4.Equally, shown in Fig. 3 A be the first axle speed (trace N of the rotational speed of description input shaft 21 1), the second axle speed (trace N of the rotational speed of input shaft 23 is described 2), and be input speed (the trace N of the rotational speed of input link 15 of Fig. 1 or the speed of the motor 12 of Fig. 1 i).(trace N is respectively for the first and second axle speed 1and N 2) specific input shaft 21,23 will change in other gear shift operation.Clutch moment of torque (trace T is also shown c1and T c2), the clutch moment of torque ability of input clutch C1 and C2 of indicator diagram 1 respectively, and through the slope of calibration distribution (trace R cAL), as described below.
When not performing this method 100, the usual synchronous point for the gearshift that comes round will at about t 2place is reached, as put indicated by 37.But controller 16 once detect the gearshift that comes round, at t at point 35 place in every step 106 of Fig. 2 2not long ago perform through calibration slope distribution (trace R cAL), as directed.Trace R cALdistribution or slope be stored in the storage M of controller 16 by pre-determining, to provide the shift feel of expectation, it has more precipitous slope, and it produces input speed (trace N i), i.e. the changing sooner of engine speed.Moment of torsion is sent to input clutch C2, that is, clutch on the horizon from input clutch C1 (it is the clutch being about to leave away of the gearshift for initial request).
At about t 3place, the first axle speed (trace N 1) be in its desired level place.To first axle speed (the trace N of DCT14 1) and input speed (trace N i) synchronous at point 39 place.First the gearshift that comes round detected at point 35 place is ready to thus at about t 3place occurs.For clutch moment of torque (the trace T of input clutch C2 c2), it is the clutch being about to leave away for the gearshift that comes round shown in Fig. 3 A, exhausts distribution (exhaustprofile) at t according to through calibration clutch 3and t 4between drop fast.Clutch on the horizon, it is input clutch C1 in this example embodiment, torque capability at t 3soon rise fast afterwards.Come round gearshift at about t 4place completes, wherein DCT14 subsequently new request/second expect operation under shifting state (GS2).
Fig. 3 B shows the gearshift of Fig. 3 A shifted gears for slightly different " PDXPD2 ".As mentioned above, in Fig. 3 B, PDXPD2 gearshift is for occurring to the power ON of relative input shaft 21 or 23 to the manipulation of power ON downshift, and such as 6-5 power ON downshift comes round gearshift to 6-3 power ON downshift.Herein, the identical clutch being about to leave away, it is input clutch C1 in this example, controls whole gearshift.For the power ON downshift of exemplary 6-5 initial request, fifth speed about putting 41 places obtain, wherein a little earlier 1 detect at point 35 place the gearshift that comes round.
Once the gearshift that comes round be detected, the skidding of controller 16 control inputs clutch C1 in skidding control area 47 of Fig. 1, such as by using the PID control parameter logic of controller 16.In skidding control area 47, controller 16 order pressure is to the required clutch fork for third gear (namely via the transformation gear that first execution of the step 104 of Fig. 2 detects at point 35 place).Then, moment of torsion is unloaded to clutch on the horizon or input clutch C2 according to exhausting distribution 45 from the clutch being about to leave away (it is input clutch C1).Come round gearshift at t 4place completes.
Fig. 3 C shows another through calibration distribution 30C, for the gearshift that comes round handled from upshift to power ON downshift (US2PD).Typical trace is shown for input speed (the trace N when not having manner of execution 100 iand axle speed (N *) 1*).Through calibration gearshift distribution 30C, the same through calibrating 30A and 30B that distribute of shifting gears with corresponding Fig. 3 A and 3B as above, detects the gearshift that comes round about putting 35 places.Then, through calibration slope distribution (trace R cAL) be performed for this gearshift, with from the clutch being about to leave away, be namely input clutch C2 in this embodiment, unloading moment of torsion is to clutch on the horizon/input clutch C1.According to TTP table (TTP) that the process of unloading moment of torsion of distribution 30C is via access Fig. 1, wherein to be extracted from TTP table for the corresponding position of corresponding input clutch C1 and C2 and via the clutch position control signal (arrow P of Fig. 1 x) ordered.
When moment of torsion unloads from input clutch C2, the first axle speed (trace N 1) at t 2after very fast with input speed (trace N i) raise, wherein input speed (trace N i) lag behind the first axle speed (trace N 1).Input speed (trace N i) and the first axle speed (trace N 1) be identical at point 39 place, namely synchronously.In this embodiment, input shaft 23 is not used, and the second axle speed (trace N 2) remain near zero place or zero.After point 39, exhaust clutch moment of torque (the trace T that distribution 45 is performed to make for being about to the clutch of leaving away c2) drop, and for clutch moment of torque (the trace T of clutch on the horizon c1) clutch moment of torque raise, then at t 4place completes the gearshift that comes round.
Fig. 3 D shows another through calibration distribution 30D, for from the gearshift that comes round of sliding downshift and handling to power ON downshift (CD2PD).Trace is shown for input speed (trace N i) and the first axle speed (trace N 1).Initial request/first expect shifting state (GS 1) period, detect at point 35 place the gearshift that comes round through calibration distribution 30D.At t 2before, controller 16 makes for being about to the clutch C1 left away for this operation clutch moment of torque (trace T c1) drop, increase clutch moment of torque (the trace T being used for clutch C2 on the horizon simultaneously c2).As a comparison, trace T c2* the clutch moment of torque T on the horizon when not having method 100 is described c2common trace.That is, clutch moment of torque T c2meeting unstable (plateau) is until about t 2.But in manner of execution 100, clutch moment of torque is once detect that at point 35 place the gearshift that comes round just is stablized immediately.
Through calibration distribution (trace R cAL) be performed and clutch moment of torque (trace T c1and T c2) be kept stable state until input speed (trace N i) and the first axle speed (trace N 1) just at t 3preamble.At point 39 place, itself and speed (trace N iand N 1) synchronous consistent, controller 16 increases clutch moment of torque (trace T c2), keep the clutch moment of torque of this increase once the endurance of calibration, then perform and exhaust distribution 45 to discharge the clutch being about to leave away fast, it is input clutch C2 in this embodiment.Controller 16 is then via clutch position control signal (arrow P x) order applying clutch C1 on the horizon.Come round gearshift at t 4place completes.
Fig. 3 E illustrates another shift control that comes round, and current for power ON downshift is to sliding upshift (PD2CU) manipulation, it is actually the shift control contrary with the manipulation shown in Fig. 3 D.Trace is shown for input speed (trace N i) and the first axle speed (N 1).Equally, the second axle speed (trace N 2) be in stable state or be zero, because it does not participate in the gearshift through calibration gearshift distribution 30E.During expecting the gearshift of shifting state (GS1) to first, detect at point 35 place the gearshift that comes round through calibration gearshift distribution 30E.Controller 16 is at t 2perform through calibration slope (trace R before cAL).Controller 16 makes clutch moment of torque (the trace T of clutch C1 c1) drop, keep clutch moment of torque (the trace T of clutch C2 simultaneously c2) stable.The gearshift that comes round at point 35 place is detected.Slide in upshift what relate to input clutch C1, do not need input clutch C2, and controller 16 makes clutch moment of torque (trace T thus c2) be suitable for optimize release sensation through calibration slope slowly reduce (rampdown) to zero.Input clutch C2 does not participate in manipulation subsequently.
At about t 2place, input speed (the trace N of whereabouts i) and the first axle speed (trace N 1) consistent.At this some place, controller 16 makes clutch moment of torque (trace T c1) drop to minimum level (as shown) fast, then slowly increase clutch moment of torque (trace T with first rate c1) until point 39 is implemented, i.e. input speed (trace N i) and the first axle speed (trace N1) by synchronously.At this point, about t 3place, controller 16 makes the clutch moment of torque of input clutch C1 slowly change to entire ability, and as shown, and shift control is at t 4place completes.
Fig. 3 F and 3G describes the extra gearshift that comes round of two of the DCT14 of Fig. 1.Fig. 3 F and 3G part is different from Fig. 3 A-3E, because it uses the speeds control of motor 12 to implement corresponding gearshift distribution 30F and 30G.First with reference to figure 3F, describe gearshift rapidly through calibration gearshift distribution 30F to handle to shift gears rapidly (QS2QS), it is any click downshift (tapdownshift) within the time period that motor 12 does not have (littletono) to accelerate substantially, i.e. " engine speed match downshift ".As Fig. 3 A-E, trace is shown for input speed (trace N i) and the first and second input shaft speeds (corresponding trace N 1and N 2).
Expect that the gearshift of the previous Request of shifting state (GS1) is at t to first 1and t 4between carry out.According to through calibration distribution 30F, expect clutch moment of torque (the trace T being about to the clutch left of shifting state (GS1) for first c1) between t1 and t2, be reduced to zero gradually, arrive at zero at t2 place.Expect the clutch on the horizon of torque condition (GS1) for first, be input clutch C2 herein, expecting that the t3 place, gearshift midway of shifting state (GS1) is elevated to through calibrated horizontal fast to first.In response to the clutch moment of torque changed, affected speed (trace N 1, N i) to raise gradually through rate of calibration.
But according to through calibration distribution 30F, once detect at point 35 place the gearshift that comes round, the first gearshift request has not been allowed to.On the contrary, once detect at point 35 place the gearshift that comes round, controller 16 is immediately at t 4place stops the gearshift of initial request, by clutch moment of torque (trace T c2) roll back zero, and the clutch moment of torque (T of clutch (i.e. input clutch C1) that will be previously about to leave c1) raise, it is used as the clutch on the horizon of the gearshift that comes round now in this embodiment.
Controller 16 is at about t 5place request motor 12 speeds control, if such as controller 16 be restricted to transmission control module, via the request being sent to engine control module (not shown), it causes input speed (trace N i) to raise through rate of calibration.Input speed (trace N i) and the second axle speed (trace N 2) synchronously to occur at point 39 place.Once synchronous, the controller 16 of Fig. 1 is again via by clutch position control signal (arrow P x) be transferred to affected clutch C 1and C 2, and at about t 6sentence through calibration ramp rate (R cAL) increase clutch moment of torque on the horizon (trace T c1).The time through calibrating quantity is after synchronization located, and controller 16 increases clutch moment of torque on the horizon rapidly, such as, at t 7place, and be accomplished to the gearshift that comes round of the second expectation shifting state (GS2).
Fig. 3 G depicts torque break handle to power ON downshift (TI2PD) through calibration gearshift distribution 30G.Expect that the gearshift of the previous Request of shifting state (GS1) is at t to first 1and t 3between carry out.According to through calibration gearshift distribution 30G, for expecting clutch moment of torque (the trace T being about to the clutch left of the gearshift of shifting state (GS1) to first c1) at t 1and t 2between be reduced to zero gradually, at t 2place arrives at zero.Expect the clutch on the horizon of shifting state (GS1) for first, i.e. input clutch C2, expecting that the gearshift of shifting state is to stop at t to first 2and t 3between be elevated to once calibrated horizontal gradually.In this same intervals, the first axle speed (trace N 1) with input speed (trace N i, i.e. the speed of motor 12) increase, wherein input speed (trace N i) and the first axle speed (trace N 1) become synchronously about putting 39 places.
Once detect at point 35 place the gearshift that comes round, controller 16 stops the gearshift of initial request immediately at t3 place, by clutch moment of torque (trace T c2) to reduce through rate of calibration, and the clutch moment of torque (T of clutch (i.e. input clutch C1) that will be previously about to leave c1) remain on zero, until t 6.Reduce clutch moment of torque (trace T c2) cause input speed (trace N i) again to raise through rate of calibration.Input speed (trace N i) this rising, as shown in arrow 41, continue until about t 6.Input speed (trace N i) and the second axle speed (trace N 2) synchronously to occur at point 139 place.
Once synchronous like this, the controller 16 of Fig. 1 is again via by clutch position control signal (arrow P x) be transferred to affected input clutch C1 and C2, and exhaust distribution 45 according to clutch and reduce and be about to clutch moment of torque (the trace T that leaves c2) and increase clutch moment of torque on the horizon (trace T c1).Come round gearshift at about t 7place completes.
Using method 100, controller 16 can any one gearshift distribution 30A-30G in application drawing 3A-G, to react rapidly driver's input of change in the gearshift that comes round of wide range.Controller 16 is configured to eliminate the come round reality in shifting gears or sensorial delay thus, optimizes shift feel thus relative to traditional scheme.Come round gearshift during continuous print moment of torsion be passed, itself so can limiting drive train disturbance.
Detailed description book and accompanying drawing support and describe the present invention, but scope of the present invention is only subject to the restriction of claim.Although for performing optimal mode of the present invention (if known) and other embodiments describe in detail, exist for implementing various alternate design of the present invention defined in the appended claims and embodiment.

Claims (10)

1. a system, comprising:
Dual-clutch transmission (DCT), has a pair input clutch, the first and second input shafts and gear-box, and described gear-box holds the gear train of independently odd-numbered and the even-numbered be arranged on corresponding of the first and second input shafts; And
Controller, communicate with described a pair input clutch, wherein, controller comprises processor and tangible, non-transitory memory, record on a memory for perform at previous Request but still do not perform completely, start after the DCT gearshift of expecting shifting state to first expect that DCT requested of shifting state comes round the instruction of gearshift to second, wherein, the execution of described instruction makes controller:
Detect the described requested gearshift that comes round;
Identify that second expects shifting state;
Once identify the second expectation shifting state, stop the gearshift that first expects the previous Request of shifting state immediately; And
Use, corresponding to distributing through calibration gearshift of the gearshift that comes round detected, DCT is switched to the second expectation shifting state, wherein, the clutch moment of torque that leaves of the described clutch moment of torque on the horizon and being about to describing the requirement realized needed for the second expectation shifting state through calibration gearshift distribution.
2. the system as claimed in claim 1, wherein, controller is programmed to have multiple different from calibration gearshift distribution, comprises that at least one power ON downshift is handled to power ON downshift, upshift is handled to power ON downshift, slides that downshift is handled to power ON downshift, power ON downshift is to sliding upshift manipulation, shifting gears and arrive that shift control and torque break are handled to power ON downshift rapidly rapidly.
3. system as claimed in claim 2, wherein, at least one power ON downshift described handles the first shift control comprised from the first or second input shaft to the identical first or second input shaft to power downshift, and from the first input shaft to the second input shaft or from the second input shaft to the second shift control of the first input shaft.
4. the system as claimed in claim 1, wherein, controller is programmed to receive engine speed, and by once the engine speed received is synchronous with the input shaft speed realized needed for the second expectation shifting state, exhaust according to through calibration clutch the clutch moment of torque that the distribution appointment reduced for DCT is about to the clutch left at once, and to distribute the second expectation shifting state that DCT shifted gears to through calibration gearshift via described.
5. system as claimed in claim 4, wherein, controller is programmed to after the requested gearshift that comes round being detected, the interim increase of request engine speed, with thus by engine speed and the speed sync realizing the input shaft needed for the second expectation shifting state.
6. one kind controls the method for the gearshift that comes round in vehicle, described vehicle has motor and dual-clutch transmission (DCT), wherein, the described gearshift that comes round is the requested gearshift of the DCT to the second expectation shifting state started after the DCT to the first expectation shifting state still still do not performed completely at previous Request shifts gears, and the method comprises:
The described requested gearshift that comes round is detected via controller;
Identify that second expects shifting state;
Once identify the second expectation shifting state, stop the gearshift that first expects the previous Request of shifting state immediately; And
Correspond to distributing through calibration gearshift of the described requested gearshift that comes round via controller use and DCT is automatically switched to the second expectation shifting state, wherein, the clutch moment of torque that the clutch moment of torque on the horizon and being about to describing through calibration gearshift distribution the requirement realized needed for the second expectation shifting state leaves.
7. method as claimed in claim 6, wherein, use and DCT automatically switched to the second expectation shifting state through calibration gearshift distribution and comprise and selecting from multiple gearshift distribution, described multiple gearshift distribution comprises that at least one power ON downshift is handled to power ON downshift, upshift is handled to power ON downshift, slide that downshift is handled to power ON downshift, power ON downshift is to sliding upshift manipulation, shifting gears and arrive that shift control and torque break are handled to power ON downshift rapidly rapidly.
8. method as claimed in claim 7, comprise and at least one power ON downshift described is handled to power ON downshift, select the first shift control from first or second input shaft of DCT to the identical first or second input shaft, or from the first input shaft to the second input shaft or from the second input shaft to the second shift control of the first input shaft.
9. method as claimed in claim 6, also comprises:
Receive engine speed; And
By once the engine speed and second received expects that the input shaft speed needed for shifting state is synchronous, exhaust according to through calibration clutch the clutch moment of torque that the distribution appointment reduced for DCT is about to the clutch left at once, and to shift gears the second expectation shifting state that DCT shifted gears to that distributes through calibration via described.
10. method as claimed in claim 9, also comprises:
After the gearshift that comes round being detected, the interim increase of request engine speed, to expect the speed sync of the input shaft needed for shifting state thus by engine speed and second.
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CN102192320A (en) * 2010-03-05 2011-09-21 通用汽车环球科技运作有限责任公司 Pre-selection of gear for a double-clutch transmission
CN102221084A (en) * 2010-04-15 2011-10-19 通用汽车环球科技运作公司 Control system and method for synchronization control in dual clutch transmissions
CN102235491A (en) * 2010-04-26 2011-11-09 通用汽车环球科技运作公司 Shift sequencing systems for a dual clutch transmission
US20110276354A1 (en) * 2010-05-07 2011-11-10 AccentureGlobal Services Limited Assessment of software code development
CN103912674A (en) * 2013-01-07 2014-07-09 通用汽车环球科技运作有限责任公司 Upshift control of a dry dual-clutch transmission

Cited By (5)

* Cited by examiner, † Cited by third party
Publication number Priority date Publication date Assignee Title
CN110077408A (en) * 2019-03-25 2019-08-02 中山职业技术学院 A kind of control method of automatic block vehicle intelligence downshift
CN110077408B (en) * 2019-03-25 2020-11-06 中山职业技术学院 Intelligent downshift control method for automatic-gear vehicle
CN110500400A (en) * 2019-08-14 2019-11-26 安徽江淮汽车集团股份有限公司 DCT shift mode switching control method, device, equipment and storage medium
CN115247698A (en) * 2021-04-26 2022-10-28 广州汽车集团股份有限公司 Gear shifting interruption control method and system for wet-type dual-clutch transmission
CN115247698B (en) * 2021-04-26 2023-09-12 广州汽车集团股份有限公司 Gear shifting interruption control method and system for wet double-clutch transmission

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US9416869B2 (en) 2016-08-16
US20160069453A1 (en) 2016-03-10
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DE102015114572A1 (en) 2016-03-10

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